Squawk Talk

Fellow squawkers,

Over the years AOOA has used a variety of informal platforms for sharing aviation chatter and commentary, or more simply put “squawk talk”, with a focus on good airmanship and its companion values, standards, technical know-how, and common sense.

We’ve been reminded of this as a small group of pilots contemplating a somewhat confusing approach to the end of the cool dry season and onset of the rainy season, when we thought, well then, let’s squawk about it!

1 Indeed, at this time of the year, as we transition from the cool dry season through the warm dry to humid and into the hot rainy season, the weather can be capricious and potentially hazardous. Things to look out for affecting take-off, climb, cruise, descent and landing flight segments’ performances and decision-making are:

i. Variable, gusty surface winds and wind-shear;

ii. Low visibility (more or less IMC) from haze (dust, smoke and increasing moisture);

iii. High surface temperatures;

iv. Thunderstorms, including icing, and hail particularly during the early and late phases of the rainy season when cold fronts and the ITCZ are more likely to meet.

2 As for the airstrips themselves, especially the shorter, seasonal, unimproved airstrips,

beware of the foregoing and associated airstrip surface conditions:

- Seasonal wear and tear damage to the airstrip, rough, soft, stony and wet patches etc. which may make the airstrip or parts of it unuseable;

- Early or first rains may make the airstrip unuseable.

3 Under the foregoing conditions, aircraft take-off and Landing performance may be restricted, especially in the event of an engine failure on or shortly after take-off.

While it is true that there may be occasions when a turn back to the field after an engine failure on or shortly after take-off may be considered, the general rule is to fly the plane straight ahead + 30o (taking care of Attitude and Airspeed) to a forced landing without power on the most suitable terrain available.

Banking and turning low-level, at low airspeed, without power while under pressure and distracted, risks a stall or worse a spin, especially as the lower wing leading edge on the inside of the turn is going slower

Be on your toes, read up on these issues, know your aircraft!

4 We also came across some critical reminders regarding currency, whether it be aircraft type or instrument flying, etc.; no matter how many thousands of hours flying experience you may have or how many or how big an aircraft you fly, if you are not current on type and/or instrument flying, you could be an unsafe pilot as well as in contravention of the regulations if you are not current.

No the rules, know your limits!

The AOOA hopes readers find these discussions interesting and helpful, do let us know if you have any questions, corrections or comments to add.